Closest I have had so far is when the Navi changes the gears, it worried me a couple of times in testing when the unit seemed to change gear itself, only to see the big grin on the passengers face that they can be included in the driving too.
If i add my own toggle for lockup will it break the stepped logic? Holding 2nd gear and holding lockup in 3rd is the whole reason I went down this rabbit hole 20 years ago on the Jeep version of the A340
Provided you are using the shifter movement to change gears there is already an input for the lockup which will trigger the output. This isn't available when using the button shift method. Also worth a note that not all versions can mechanically lock up in all gears. Cheers Kelvin
Yeah, Aisin kinda screwed us Jeep guys with the valve body in our version of the A340 (aka the AW4). Hydraulically we get D, 3 and "1-2" selections, lockup works in all ranges (must be in Shifter position 1-2 for it to actually engage lockup in those gears but I can stall the engine in 1st by energizing SOL1+SOL3 in shifter position 1-2) but the way the stock TCU wants to control it all isn't quite right in either of the ECT modes. (no way to force it to stay in 1st or stay in 2nd and when crawling in 4LOW... that just plain sucks.) as far as I know, the Jeep AW4 is the only one of the A34x variants that does this goofy 1-2 position on the end of the gear selector. Basically, I'm trying to run this Jeep AW4 transmission bolted up to a 1994 SC400 1UZ all off the SC400 PCM. if I connect the "1-2" and "3" leads from the range sensor where they would correspond on the SC400 PCM those positions on the shifter don't work right. 3 forces a weird freewheeling 2nd gear mode that has zero engine braking/drag + will not actually shift to 3 and 1-2 just sticks in 1st. But if I connect both D and 3 from the range sensor to the D input on the PCM then 3 works as it should (including light throttle lockup around 40mph) and then if I put the 1-2 sense lead from the range sensor though a SPDT toggle switch and run that to the 2 & 1 inputs on the PCM not only does everything get all happy again, I can actually select 1 or 2 with that toggle switch, it holds whichever gear I actually select from the toggle switch and everything works including engine braking. D does what it should in both scenarios. So knowing all of that do you think I have a chance of getting your shift controller to piggyback off my current setup and still retain my extra controls? like does it/can it actually interface with the controller side of the PCM or is it essentially a standalone device that just does what what it's told? You've already passively provided an insane amount of information that has gotten me this far with this project even if this is the first time I've actually reached out to you so I also gotta thank you for putting all these videos up and publishing all this info. You made what I thought would be the hard part dirt simple for me! I can't thank ya enough for that!
My unit is a completely separate unit which does nothing with the stock pcm and shifts gear when its told. Which pin on an SC400 ecu is the D input? As normally the ecu has a neutral switch for P/N , R, 2, L and if none of those inputs are present it defaults to D. It doesn't have a D input.
@@CartuneNZ you're right. i just looked at the connector underneath where I patched it in and sure enough even though the jeep uses the same physical connector, there's literally no wire coming out that pin on the other side of the connector so they're both deadheaded into nothingness. also on the Jeep one, the P/N connector never touches the TCU. goes straight to the starter relay.
Hey Kelvin, I love your videos. This isn’t related to the video, but if i supercharge my 1uzfe non-vvti with a M90, what injectors should i change to, and do I need to change my ECU or can I run the stock ECU? Thanks a lot!
Kelvin, next trick is to make it Bluetooth compatible☺
Closest I have had so far is when the Navi changes the gears, it worried me a couple of times in testing when the unit seemed to change gear itself, only to see the big grin on the passengers face that they can be included in the driving too.
Love it….. great info
You were the first to watch too and given you are using the same box I thought you might like it. Cheers Kelvin
If i add my own toggle for lockup will it break the stepped logic?
Holding 2nd gear and holding lockup in 3rd is the whole reason I went down this rabbit hole 20 years ago on the Jeep version of the A340
Provided you are using the shifter movement to change gears there is already an input for the lockup which will trigger the output. This isn't available when using the button shift method. Also worth a note that not all versions can mechanically lock up in all gears. Cheers Kelvin
Yeah, Aisin kinda screwed us Jeep guys with the valve body in our version of the A340 (aka the AW4). Hydraulically we get D, 3 and "1-2" selections, lockup works in all ranges (must be in Shifter position 1-2 for it to actually engage lockup in those gears but I can stall the engine in 1st by energizing SOL1+SOL3 in shifter position 1-2) but the way the stock TCU wants to control it all isn't quite right in either of the ECT modes. (no way to force it to stay in 1st or stay in 2nd and when crawling in 4LOW... that just plain sucks.)
as far as I know, the Jeep AW4 is the only one of the A34x variants that does this goofy 1-2 position on the end of the gear selector.
Basically, I'm trying to run this Jeep AW4 transmission bolted up to a 1994 SC400 1UZ all off the SC400 PCM. if I connect the "1-2" and "3" leads from the range sensor where they would correspond on the SC400 PCM those positions on the shifter don't work right. 3 forces a weird freewheeling 2nd gear mode that has zero engine braking/drag + will not actually shift to 3 and 1-2 just sticks in 1st. But if I connect both D and 3 from the range sensor to the D input on the PCM then 3 works as it should (including light throttle lockup around 40mph) and then if I put the 1-2 sense lead from the range sensor though a SPDT toggle switch and run that to the 2 & 1 inputs on the PCM not only does everything get all happy again, I can actually select 1 or 2 with that toggle switch, it holds whichever gear I actually select from the toggle switch and everything works including engine braking. D does what it should in both scenarios.
So knowing all of that do you think I have a chance of getting your shift controller to piggyback off my current setup and still retain my extra controls?
like does it/can it actually interface with the controller side of the PCM or is it essentially a standalone device that just does what what it's told?
You've already passively provided an insane amount of information that has gotten me this far with this project even if this is the first time I've actually reached out to you so I also gotta thank you for putting all these videos up and publishing all this info. You made what I thought would be the hard part dirt simple for me! I can't thank ya enough for that!
My unit is a completely separate unit which does nothing with the stock pcm and shifts gear when its told.
Which pin on an SC400 ecu is the D input? As normally the ecu has a neutral switch for P/N , R, 2, L and if none of those inputs are present it defaults to D. It doesn't have a D input.
@@CartuneNZ you're right.
i just looked at the connector underneath where I patched it in and sure enough even though the jeep uses the same physical connector, there's literally no wire coming out that pin on the other side of the connector so they're both deadheaded into nothingness.
also on the Jeep one, the P/N connector never touches the TCU. goes straight to the starter relay.
Have you had a scan tool attached to the sc400 ecu to read the live data , in particular the gear position as indicated in the ecu?
Hey Kelvin, I love your videos. This isn’t related to the video, but if i supercharge my 1uzfe non-vvti with a M90, what injectors should i change to, and do I need to change my ECU or can I run the stock ECU? Thanks a lot!
Not a simple answer. Stock ecu can be used, check out big red on my videos. I prefer to use aftermarket which allows better tuning when boosted.
Can this work on a 3uz 5 speed A650e?
No , completely different shift logic with the 5 speed transmission. Cheers Kelvin
@@CartuneNZ i was going to ask this too. is there any options you know of for the a650?
will this work on a a442f?
Yes it will work well as it has the same shift logic on the A442f.